1992 Mitsubishi Triton Reviews

There’s a tinge of green punctuating the hard red colour of South Australia's Eyre Peninsula landscape for the launch of the Mitsubishi Triton and Outlander. But still more than enough red to promise a decent dust-gauntlet for seals and filters.On descent into Mt Ive Station, there's a line-up of pre-production machinery from Mitsubishi ready to test seals, tyre durability and underbody protection.The dirt strip at Mt Ive Station looks rougher than a shearer's chin but after a remarkably smooth touchdown we're wandering across the strip towards the new Outlander compact SUV and its Triton stablemate.One looks decidedly out of place, the other comfortable among the sheds, huts and homesteads of Mt Ive - but the new-look Outlander has more grit than first impressions suggest.The initial drive out of the homestead showed that despite decent rains there was still plenty of dust. And both models dealt with the journey over rough farm tracks and half-decent faster dirt roads in a reasonable manner.Drivetrain The new-look Triton is not a massive departure from the outgoing model and the six-speed manual turbodiesel 4WD GLX-R is quickly firming as the pick of the crop.The top-spec model is propelled by a new 2.5-litre variable-geometry turbodiesel that offers 131kW and 400Nm, which despite being 0.7 of a litre smaller than the outgoing powerplant offers 11 per cent more power, 17 per cent more torque and nine per cent better fuel economy at 8.3 litres per 100km.Mitsubishi says that's more power than the Toyota HiLux (which just pips the Triton on fuel use), Holden's Colorado, Nissan Navara (which is the only one with more torque), the Ford Ranger and the Mazda BT-50.The automatic models - four-speed autos on all bar the GLX-R, which gets a new five-speed - have to make do with 350Nm and claim 9.3l/100km, but the automatic drivetrain is not as sharp as the manual.The two-wheel drive models make do with the carry-over 2.4-litre 94kW/194Nm petrol and 2.5-litre 100kW/314Nm turbodiesel four-cylinder engines.Variants and pricing Mitsubishi indicated that there would be no big price rises within the upgrade and the prices have remained largely unchanged.The new Triton GLX single cab-chassis 4WD starts from $34,590 for the diesel manual, with the auto adding $2000 across the range; the GLX dual-cab 2.5 diesel manual pickup starts from $41,990.The GL-R dual-cab 4WD starts from $44,990 and the GLX-R dual-cab 4WD is priced from $47,990.Equipment and fit-out The GLX-R sits on 17in wheels and on faster unsealed roads points nicely - it feels better than smaller-wheeled Triton GL-R models that we sampled on the Gawler Ranges roads. The GLX-R gets standard Super Select on-the-fly four-wheel drive system, as well as stability and traction control, with the option of a rear diff lock.Range-wide safety gear includes dual front airbags and anti-lock brakes, with brakeforce distribution. Stability and traction control, as well as side and curtain airbags are available as options. The stability control is unobtrusive in its applications and even with the electronics off the Triton's all-wheel drive has ample traction.Driving The new diesel is quiet and delivers its outputs like a petrol engine. With road pressures in the tyres, a short sand dune stint showed the strong power delivery of the diesel, which maintained the Triton's progress despite thick, boggy sand.It was prone to push the nose wide and kept the driver busy at the wheel but much of that would be negated of normal sand driving pressures had been applied.The Tritons were also allowed onto hallowed speed-record ground - despite some water on the surface of Lake Gairdner, the salt crust was still more than hard enough to sustain a drive out to where the salt-racers would normally gather ... although our speeds were substantially less.The Outlanders were kept out of the serious rock-hopping and deep-sand components of the drive program, but were expected to keep up with the new Triton - as well as the Pajero lead and ‘tail-end Charlie’ cars - and did so over rutted rocky tracks, giving the underbody the odd clang along the way.The Tritons didn't escape unscathed either - the new Triton tray length now stands at 1505mm, with the tray height of 460mm, a 14 per cent increase. Rock shelfs and outcrops didn't take long to change the rear bumper's parallel alignment with the rear tailgate, the extra length of the new vehicle's rear tray contributing a little perhaps.A tow bar might offset some of the rear rearrangement, and with increased towing capacities the Triton will get on more shopping lists.The four-wheel drive range is up from 2500kg to 2700kg on 4WD long-bed dual-cab and 3000 kg on all other four-wheel drives - the boffins blaming the increased chassis length for the difference.The Outlander has undergone some major rhinoplasty, with the Lancer being the donor - the rear has been filled out a little but it’s the front end that now has the aggressive wide-open family snout.The new all-wheel drive system has Tarmac, Snow and Lock modes, offering similar choices to its sports Lancer Ralliart and Evo brethren via different means. Where the all-wheel drive system of the Lancer has hydraulics to apportion the drive, the Outlander uses electrics to limit wheelspin.The initial recommendation was to use the snow setting on the loose gravel tracks but the wandering nose and tail prompted a test of the lock mode, which dealt better with the loose surface.The road rubber on both models remained intact throughout the drive, despite some corporal punishment on the rocky roads, but grip suffers - tyres with more off-road bias would probably make quite a difference.Both models showed they could take on tough terrain without cause for concern. The more aggressive looking Outlander offers more to those looking to go a little further off the beaten track and the new turbodiesel will make sure the Triton has no problems maintaining the light-commercial's strong recent sales history.Mitsubishi Triton and Outlander Price: from $34,590.Engine: 2.5-litre DOHC 16-valve common-rail intercooled turbodiesel four-cylinder.Transmission: five-speed manual or four-speed (GLX-R five-speed) automatic, four-wheel drive.Power: 131kW @ 4000rpm.Torque: 400Nm @ 2000rpm (auto 350Nm).Economy: 9.3 litres/100km

Unlike the magazine's 4WD Of The Year award, which only looks at vehicles that are new or significantly revised in that year, these annual accolades look at all the 4WDs on the market. In fact long-time champions dominate these awards but sometimes even long-time champs are forced to step aside. Best Value for Money

THEY'RE called “Tuppies” - tradie urban professionals - and they are buying utes in record numbers.In fact, the Toyota HiLux has been the top-selling vehicle in Queensland over the past year and was the top seller in Australia in April.And it's easy to see why. They are versatile vehicles that fit work, family and lifestyle needs.During the week they ferry kids to school, carry tools to work sites, bring home everything from groceries to furniture, and on the weekend they are packed with the family and their bikes, surfboards, camping gear and hitting the great outdoors.Here, the four-wheel-drive capacity of most of these vehicles extends the versatility even further.So we decided to take the three most popular dual-cab four-wheel-drive utilities as far from their comfort zones as possible.Far from the clutter and rush of city life.Far, even, from the usual recreation sites on the beaches and the coastal countryside.Out beyond cultivated crops, traffic lights, fences, livestock.Out into the Simpson Desert, one of Australia's last great destinations for adventurers.The line-up naturally included the HiLux, plus the Nissan Navara and Mitsubishi Triton, all turbo diesels and autos, except for the HiLux.We packed them to the rafters with two people per vehicle, a host of camping gear and provisions, a trail bike each, plus seven 20-litre jerry cans full of back-up diesel and unleaded petrol for the desolate journey ahead.It was an expensive payload, not just for the bikes and gear, but for the fuel with diesel prices ranging from about $1.76 a litre in Brisbane to over $2 at Birdsville.The cast and crew on the trip included: 4WD touring expert Brad McCarthy; Craig Lowndes's race engineer, Jeromy Moore; and mechanic and owner of two Ultratune stores, Shane Plumridge.And this is what we found:TRAYS: This is the pivotal point of these vehicles; their ability to haul your gear.On paper, the HiLux was the longest and widest, but in the real world of packing awkward-shaped equipment such as generators, bikes, jerry cans and camping gear, it is the practical space that matters, not statistics.That made the versatile Navara the clear winner with its numerous movable tie-down points which could be placed in any position and the low and small wheel arches which meant the effective load area was bigger and more usable.The HiLux and the Triton had only four fixed tie-down points and the Triton struggled to fit a bike with the tailgate strapped half open.HANDLING: Around town and without a load these things jiggle about a fair bit.They all bounced around and lost traction easily, particularly in the wet. These vehicles really should come with traction and stability control as standard.The worst was the HiLux, while the Triton was the easiest to lock under brakes.Navara and Triton had the best ride with little or no load and felt at ease in the 'burbs.It was a totally different story with a load and serious piece of track underneath the wheels.Suddenly the jiggly HiLux was smooth and controllable, while the Triton tended to wallow, pitch and roll around.Moore said the Navara felt “nervous” in the steering, but I found it and the Triton more precise than the rather vague feel of the HiLux.Despite them all having fairly equal load weights, only the Navara bottomed out.If you spent the price difference between it and the HiLux on springs and shocks, you could equal the HiLux handling.ENGINES: The Triton has the largest capacity engine, but the least amount of power.But with a diesel engine, it is the torque that does the talking and all vehicles acquitted themselves well when presented with the ultimate obstacle to torque: a big sandy hill.And the biggest and sandiest of them all is Big Red, over 50m of steep, red sand which lies about 40km west of Birdsville and marks the start of the Simpson Desert.As McCarthy said: “All three vehicles waltzed up Big Red like it was a speed bump.”The only one to baulk at the hill was the HiLux on one occasion but only because the driver chose the wrong gear and had to quickly try to manually change his selection half way up; always a recipe for losing momentum which is critical in the war against sand.Auto transmissions really are the way to go in the sand.While these diesels are not smooth and quiet like most modern car diesels, they were not obnoxiously loud. The best performance on noise, vibration and harshness is the Navara, while the HiLux and Triton are not far behind.FUEL ECONOMY: Even though the HiLux had the advantage in the fuel economy stakes because of the manual box, it was no better than the HiLux which has the biggest capacity engine.Both recorded about 10 litres per 100km on the two-wheel-drive trot out to Birdsville with full loads.Despite all vehicles loping along at around 2000rpm at 100km/h the Navara chewed the most fuel at 12L/100km.Although we couldn't accurately test economy in the sand where we were refuelling from jerry cans, we predicted that the slow going in low-range four-wheel drive raised consumption by as much as 20 per cent with no real advantages for the manual.BUILD: They have to make them tough to take the beating they get from tradies, but we were surprised by the ease of the trays to scuff up and buckle from the loads, even though they were tied down.The HiLux and Navara are well protected underneath, but the Triton had a couple of exposed wires on the drive actuator which Plumridge said looked vulnerable.His assessment proved correct when a wire was torn loose on the return journey. While it didn't effect drive operation, it left the display confused.Running bush mechanic repairs with superglue and the refill from a Bic pen proved helpful.McCarthy expressed surprise at the Triton's underbelly vulnerability “considering Mitsubishi's Dakar heritage”.Bulldust and the fine sand of the Simpson Desert was largely kept out of the vehicles, except for when you opened the door. However the Triton and Navara had minor leakages around the doors.Wading through shallow water and bog holes after recent rains proved no problems for any of the vehicles.None used a drop of oil, despite a long haul in low-range across the endless Simpson Desert dunes.We cleaned the air filters on a couple of occasions, glad to see they had all worked very well.ACCOMMODATION: Even though these vehicles are made for blokes and therefore don't include a vanity mirror on the driver's side, passengers are well looked after in modern utes.There are few features missing and the modern adventurer can only wonder how tough it was for the pioneers with their camels and lack of aircon.Still, each could do with reach-adjustable steering wheels, audio controls on the steering wheel and 12 volt outputs in the tray, although they have two each inside.What we liked was the Navara's cruise control, spacious interior and folding back seat, the Triton's comprehensive on-board computer, and the HiLux's simple compass, its 10 cupholders and Bluetooth capability.Goldilocks would find the Navara seats too hard, the HiLux seats too soft and the Triton seats just right. But none had good lateral support.VERDICT: The Triton is the cheapest and feels the nicest inside, the tamest in the concrete jungle and the best on fuel economy without sacrificing power and torque.Despite being a city slicker at heart, it still managed to rocket up Big Red and had few qualms about any of the terrain where we took it.Suspension and vulnerability underneath are its weak points, but these could be rectified with a bash plate and stronger springs and shocks.The Navara is a very capable machine in any environment, but is let down by its suspension and economy.We like the rugged macho style inside and out, especially the well-thought-out tray with its clever tie-down points.Spend a few thousand on suspension and it could be a winner.However, the HiLux comes out on top, despite its price (this auto version costs another $2000).It feels robust, well-equipped and drives well with a heavy load.McCarthy admits he is a Toyota fan, but said the HiLux confirmed it: “The HiLux really did feel "unbreakable" in the desert conditions.“The HiLux felt like it could easily take all 1100 of the Simpson's dunes in its stride and come out unscathed and eager for more. It really did feel bulletproof.“I must admit the Triton and Navara coped pretty well too … but I felt I had to be a quite a bit gentler with them.”You also have to pay some attention to the outback locals who seem to favour Toyota.On the drive from Miles to Quilpie, we passed 79 cars, 57 Toyota SUVs, 40 trucks, 21 Nissan SUVs, 12 vans, 10 Ford SUVs and nine Mitsubishi SUVs.West of Quilpie it's almost entirely Toyota. Toyota HiLux Double Cab SR5PRICE: $50,430ENGINE: 3.0-litre EDI twin-cam turbo-dieselPOWER: 120kW @ 3400rpmTORQUE: 343Nm @ 1400-3200rpmTRANSMISSION: 5-speed manual ($2000 for 4-speed auto)DIMENSIONS (mm): 5255 (l), 1835 (w), 1810 (h), 3085 (wheelbase), 210 (clearance)TRACK: 1540mmAngles : 30_ approach, 23_ departureTRAY (mm): 1520 (l), 1515 (w), 450 (h)KERB WEIGHT: 1815-1865kgTOWING: 750kg (unbraked), 2250kg (braked)FUEL: 76-litre tankECONOMY: 10L/100km (highway and fully loaded) Nissan Navara D40 Dual Cab STXPRICE: $47,990ENGINE: 2.5-litre intercooled turbo dieselPOWER: 126kW @ 4000rpmTORQUE: 403Nm @ 2000rpmTRANSMISSION: 5-speed autoDIMENSIONS (mm): 5220 (l), 1850 (w), 1779 (h), 3200 (wheelbase), 217 (clearance)TRACK: 1570mmANGLES: 29_ approach, 22_ departureTRAY (mm): 1511 (l), 1560 (w), 457 (h)KERB WEIGHT: 1995kgTOWING: 750kg (unbraked), 3000kg (braked)FUEL: 80-litre tankECONOMY: 12.1L/100km (highway and fully loaded) Mitsubishi Triton GLX-R Dual CabPRICE: $47,490ENGINE: 3.2-litre DOHC, 4-cylinder, 16-valve, intercooled turbo dieselPOWER: 118kW @ 3800rpmTORQUE: 343Nm @ 2000rpmTRANSMISSION: 4-speed autoDIMENSIONS (mm): 5174 (l), 1800 (w), 1760 (h), 3000 (wheelbase), 205 (clearance)TRACK: 1520mm (front), 1515mm (rear)ANGLES: 33_ approach, 29_ departure, 27_ breakoverTRAY (mm): 1325 (l), 1470 (w), 405 (h)KERB WEIGHT: 1965kgTOWING: 750kg (unbraked), 2500kg (braked)FUEL: 75-litre tankECONOMY: 10L/100km (highway and fully loaded)The Courier Mail 

Mitsubishi Triton has a pretty good reputation for being a tough ute and in its current shape a bit of a style leader, too. Its latest variant could be a sales winner. The 4x2 Tritons now can be had with a new 2.5-litre turbodiesel engine and with an automatic transmission.Mitsubishi found that when it introduced a 2.4-litre petrol four-cylinder engine to Triton last year, its two-wheel-drive ute sales soared.The fuel-frugal, torquey diesel engine, and with the option of an automatic transmission, should add to that.It's 2008 and not everyone wants to, or can, drive a manual vehicle. Manufacturers used to have diesel engines mated only to manuals - devices that can be laborious to use.The four-speed automatic on the Triton diesel makes life a breeze - as easy as driving a medium-size automatic sedan.I drove the single-cab version, excellent value at $22,990 for a five-speed manual and $24,990 for the automatic.It includes airconditioning, power windows, cruise control, central locking and remote keyless entry.The two bucket seats are fairly comfortable and appear to be covered in hard-wearing fabric.There's not much cabin stowage space behind the seats, especially for taller people.The cabin is minimalist but well finished. The 2.5-litre turbodiesel generates 100kW of power at 3800rpm and a healthy 314Nm of torque at 2000rpm. Mated to the automatic transmission, acceleration from traffic lights is smooth and at a respectable rate.The auto shift lever has an overdrive button.Exterior mirrors are manually adjusted but are a good shape and size.The 4x2 sits high, with good ground clearance, like its 4x4 Triton brothers and has beefy suspension (coil springs front, leaf springs rear).It was purpose-built as a ute, not a passenger car derivative.The 2.5-litre diesel, and the optional automatic transmission, also are available in the Triton dual-cab ute as a 4x2. Small torqueCustomise The Mitsubishi Triton 4x2 with 2.5-litre diesel comes in one trim level, the GXL, with 16 inch, six-stud steel wheels. Option packs are available to customise the vehicle.Good sizeThe single-cab on test has good load area. Even with a tray liner, it offers 2150mm of load length and is 98cm wide between wheel arches. The tailgate has an adjustable angle or drops down. The ute has six chrome tie hooks.Automatic choiceTriton 4X2 ute with 2.5-litre turbodiesel and four-speed automatic sits at 2200rpm at 110km/h.Other choicesThe Triton range includes single and dual-cab, ute style or cab-chassis, 4x2 and 4x4. The 2.5-litre diesel joins the 2.4-litre and 3.5-litre V6 petrol engines for 4x2 Tritons. The 4x4 Tritons have the 3.5-litre V6 petrol or 3.2-litre CDI diesel. “Customer feedback suggests the two-wheel-drive diesel - especially with the automatic transmission - is a variant that will find great popularity,” says Mitsubishi boss Rob McEniry.

It weighs in around the same as the Toyota HiLux and Nissan Navara, it gives the others a little edge in the power stakes and there's less torque than the Navara. Yet the Mitsubishi is that touch more eager to get going.Maybe it's the in-your-face style, maybe it's the very 21st-century interior which contribute to this sporting edge. Whatever, this is a most encouraging ute and no slouch down the tracks or through the traffic.So fair warning to that marauding Mini — the Triton is not slow and traffic gaps are filled just as quick (if not quicker) than an over-driven, redline-screaming little compact may manage.There are a number of motorists out there who do not appreciate how far this type of machine has come. The new dual cabs are quick, quiet, comfortable and very versatile.And for vehicles with load-carrying leaf springs out the back, these handle quite well.The Mitsubishi Triton is the most striking of the all-new trio. Style is an objective business but the Triton is unashamed new age, inside and out, taking cues from the company's all-conquering Dakar machines.How that Cinderella coach-style looks in 10 years will be another matter and, like the other pair of all-new dual cab styles with HiLux and Navara, the Triton looks a little undertyred in profile. It also look quite gawky in base model trim without all the flash bits.The dashboard style is likewise sharp and new, plenty of blue backing for instruments. In the top-of-the-tree GLX-R and GLS there is also trip computer and information centre with altitude and temperature numbers, compass and barometer.Both top trucks score an electrically operated rear cabin window; both have hard tonneau covers so it's a bit hard to make full use of the facility.The Triton GLS has leather upholstery which accentuates the flatness of the seats; there are power adjustments for the driver's seat and there's a Bluetooth phone connection.It is a comfortable, easy-to-use interior with dual airbags, airconditioning and electric windows and mirrors. Missing from the GLS Triton cabin, over say the rival Navara ST-X, are cruise control, interior light over the rear seat and a six-stack CD player.While the three back seats all have lap-sash belts there isn't the fold-back facility of the Nissan, the centre headrest obstructs rear vision and there are not as many grab handles.Comparisons with the Navara are natural enough — these two arguably are the main contenders for family-workhorse ute honours right now.The diesel Triton wins out with a bigger payload, loses out with smaller tray and less towing capacity to the Nissan. The GLS and GLX-R arrive with the lockable lid over the tray. This is a bit fiddly at times and may restrict carrying capacity if there's a bargain antique found on a country run; on the flipside a lockable lid stops thieves and dust getting into the tray.On this run with the Triton, it was just behind the Nissan on fuel consumption, returning 10.4 litres/100km compared with the Navara's 9.8 litres/100km.A deal of that comes from throwing the Triton around. It may not steer and grip any better than the Nissan (like the Navara, the Triton runs on road-biased tyres) and maybe there's a bit more fore-aft pitch to the ride but that keen 118kW engine encourages the Triton driver to press on that little bit harder.The Triton also holds maybe a couple of extra revs at cruising speeds where the Navara's extra (sixth) transmission ratio, plus cruise control, may save a little more fuel.On the highways and byways the Triton is a handy tourer.It settles into a nice, quiet and comfortable gait yet, with help from 347Nm of torque, the Mitsi is already ready to go again and go hard.The steering's turn-in is quick and positive, the front end rarely gets flustered and the back well-behaved until it hits corrugations on a dirt track. In the main the Triton, with slightly shorter wheelbase and narrower track, feels that bit more nimble, easier to throw around, than the Navara. In turn, the Nissan offers a modicum more grip and balance on the bitumen.On these top Mitsubishi models there's ABS brakes (discs up front, drums at the rear) plus electronic brake distribution. This does help pull the ute up quick and sure.The turning circle, once the bane of all Tritons, is much reduced, helpful in both suburbs and scrub. The diesel engine also lugs quite well and that's also handy in town or country.This time around there was little chance to do any semi-serious off-road work; Mitsubishi has a fair track record in this department and so there is little reason to doubt the Triton will get as far as a family of adventurers would want.The Triton is a welcome entry in the four-wheel-drive dual cab market. It offers sporting style and substance and is a real alternative to the D40 Nissan Navara as the pick of this new breed that offer wagon comforts up front and workhorse ability out back.Bruce McMahon owns a diesel Nissan NavaraMITSUBISHI TRITON DUAL CAB GLS$49,990ENGINE, TRANSMISSION ****Excellent dieselHANDLING ***ConfidentECONOMY ****10.4 litres per 100kmSAFETY ***Dual airbagsTech SpecsSTYLE: 5-seat, 4-door uteENGINE: 3.2 litre, turbocharged dieselPOWER: 118kW @ 3200rpmTORQUE: 347Nm @ 2000rpmTRANSMISSION: five-speed manualDIMENSIONS (MM): 5174 L, 1800 W,1780 H, 3000 Wheelbase, track:1520 front, 1515 rearGROUND CLEARANCE: 205 (unladen)KERB WEIGHT: 1920kgTURNING CIRCLE: 11.8mTYRES: 245/70 R16FUEL TANK: 75 litresECONOMY: 10.4 litres per 100kmTOWING: 2300kgVerdict FOR: sporting style and dynamicsAGAINST: hard seats, no cruise control

But putting the Triton through its paces over 3500km of harsh desert tracks and long, winding roads in outback South Australia proved that while this SUV may not have the best "face" for the bush, it does have the grunt and performance it takes to get the job done. It also has the space and the comfort to make such a long trip a breeze.The Triton has grown ... significantly. Mitsubishi boasts it has more space than ever before, easy to see with its dimensions of 1780mm in height, 5174mm in length and 1800mm in width. This new beast from Mitsubishi -- built in Thailand -- is now more in line with the undisputed king of country motorists, Toyota's HiLux.The new dual-cab Triton is available in basic GLX, sporty GLX-R and the luxury GLS, all with very good four-wheel-drive credentials built around a strong chassis.The engine choice is the V6 3.5-litre petrol or the 3.2-litre four-cylinder turbocharged diesel. For our bush trek, the diesel GLX-R was the weapon of choice. The 3.2-litre, double overhead camshaft four-cylinder engine has turbocharger and intercooler, and common-rail injection. It delivers 118kW of power at 3800rpm and 347Nm of torque at 2000rpm.It has a tonneau and a sports bar, and costs $41,990 petrol (auto $43,990 and diesel $44,990).Among its few downfalls is its lack of cruise control, something Mitsubishi Motors Australia pleaded for and now believes will get some action on in the near future. While we're on the grumbles -- and there are so few that this one has to be somewhat manufactured -- the hard tonneau cover failed to adequately seal, letting dust into the tray. Mind you, the bulldust on Mount Eba Station was so fine it even managed to penetrate the zipper of a suitcase stowed in the back, so it was a big ask that the hard tonneau cover keep every fine particle out.The smooth styling of the skin of the new Triton was definitely hiding a beast of a powerplant, which threw out all the grunt and power required for our challenging trip.And the fuel-use, despite Mitsubishi expecting slightly better than the Triton returned on our 3500km trip, impressed us no endThe Triton returned figures of 11L/100km. And it never climbed above 11.9L/100km, even when we were clicking along at reasonable speed, in 4WD, on outback station tracks.

But with a lick of extra paint, some fancy wheels, nice little "sports" grille and other add-ons, there is life left in today's ute.Triton sales are running OK despite the attention of a few new machines — including the latest Toyota HiLux and Holden's Rodeo — in this part of the motoring world.This is a busy and profitable segment of the light ute business and makes up around 17 per cent of the total market.It is still growing, helped by new one-tonner models, Ford and Holden's passenger car-derived machinery which have been running hard this decade plus a strong economy.All the tradies need a work ute, others need an auto fashion accessory.Set to arrive this year is an all-new Navara, sitting on a reworked chassis borrowed from Nissan's big North American-only Titan utes.But the Triton soldiers on. Among the workers it's not all about the latest style and accessories, more about a reliable workmate at a comfortable price.Star of the Mitsubishi Triton show right now is the GLX-R, a dressed-up, four-wheel drive dual cab with thoughtful extras.For among the ute growth areas is this dual cab, four-wheel-drive business. In particular this mob has seen growing interest in those top-of-the-tree, electric windows and the lot utes, the dressed-up to party, four-door machines.Nissan's ST-R has helped show the way here, attracting big interest across the country with a few cosmetics.The Triton GLX-R Double Cab looks like a neat custom job, matches the Nissan in the style stakes. There are the body-coloured front and rear bumpers, the body-coloured flares, chrome sports bar out back and chrome nudge bar up front.It sits on 16-inch alloys, there are side steps, a soft tonneau cover with GLX-R logo and a black mesh grille.It is subtle with just a hint of muscle.And for a machine that's getting on there is still a bit of mature muscle in this GLX-R, this one fitted with 2.8-litre, turbocharged diesel engine.It is a faithful, honest power package with 92kW at 4000rpm and 294Nm of torque at 2000rpm, good for paddock-crawling and rock hopping.The diesel GLX-R arrives with only the five-speed manual transmission. (There is a four-speed automatic option available on the petrol V6.)The diesel with manual is a fine compromise for work and play. It arrives with the grunt and the gear.It is an easy machine around town where that load of torque can cover a lazy shift.And everyone sits a little high, good for visibility in traffic and car parks, not so great for taller folks' headroom in the back seat.For all the 5.1 metres, the GLX-R is OK around the town although that turning circle (12.8m) necessitates some patience in tight car parks.Ride quality is OK for a leaf spring-loaded rear end.There are the big bumps over speed humps but by and large the Triton Double Cab is not as jumping jittery at the back end as the all-new Toyota HiLux.It's an independent front end with wishbones and coils.With the GLX-R's meaty 265/70R 16 rubber it steers and turns in OK for a big, old ute.Inside is plain and simple but there's airconditioning and stereo sound and electric windows but no electric mirrors?The seats have a fancy looking trim but some of the rest of the cabin, especially around the dash, is showing signs of old fit and finish standards.Little trucks such as the new HiLux and Rodeo show how today's plastics look far better than yesterday's.Maybe there's a need to upgrade the speakers, there's just the two for the AM/FM radio and CD player.And if looking at this Triton as the machine for heading scrub for long, long drives — and why not? — a pair of upmarket seats for the front might be the go.The pair here are fine and quite fancy, it's just for longer hauls it would be more comfortable (and therefore safer) to have more support.At the end of the day, here's a good-looking ute with ability in the scrub and not that much trouble around the town.It cruises fine, will cart a 971kg payload, including two or three children across the back seat and arrives with a reasonable price tag at $38,990.The turning circle needs attention and the cabin shows signs of a 10-year-old design but this is not a bad package for a variety of jobs from long country treks to worksites to camping up the beach.

But we needed a big car for a big job – an outback adventure to Leigh Creek and beyond.We had to have something with grunt (at least thought we did) to tackle the outback roads; a car that could make the distance and keep us in relative comfort but one that could go the extra mile if the going got tough.And what a champion the Triton was – like going in to battle with a gladiator by your side. It's a big, beefy beast with a three-litre V6 engine under the bonnet.(An intercooled turbocharged 2.8-litre diesel is also available and mention of this to the bush blokes had them all grunting approval.)As it was, the few dirt roads we tackled weren't so bad but the Triton made mincemeat of the odd corrugation and danced over floodway dips. We didn't even need the 4WD option.And it makes you feel safe – the chunky design, big bull-bar and sitting up high with a good view of the road. The Triton is built to carry loads – a week-day workhorse perfect for tradesmen. But in our case it was loaded with luggage instead of a commercial cargo.On or off the road, the Triton handles well, although without a heavy load in the back, the ride is pretty bumpy.But bounce is not all bad. It just made for a few laughs along the way.Inside the Triton is just as butch as the gun-metal grey exterior.The black sporty colour scheme looks great and there are just enough compartments to get by. But would you believe they were filled with bits for all the blokes on board.On the comfort side, the Triton is not bad. Front seats are firm but comfortable and adjustable. The back seats are a different story with just one position – upright – so you need a few pillows to get you through a day's driving.One major complaint: the Triton, a titan on the road, has two of the wussiest cup holders I've ever seen and they are in the worst spot.Pull out a thin panel on the dash and out they pop. But if you actually use them, all those important things you need on a long trip like airconditioning controls, the radio and CD, even the clock, are blocked.Go over a bump or put the brakes on hard and you could end up with goo all over the instrument panel.Where's a bloke supposed to put his iced coffee?Triton GLX-R, three-litre V6 petrol, five-speed manualTRUSTY steed. The bouncy ride was better than taking a roller coaster at Dreamworld.MISSED cruise control.No cup holders in back.Soaked up petrol like a sponge.Tackling dirt roads means dust gets into everything in the back.